JP3675627B2 - Control device for hybrid vehicle - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a control device for a hybrid vehicle including an engine and a motor as a prime mover.
[0002]
[Prior art]
In a hybrid vehicle including a motor for driving a vehicle, a generator for supplying electric power to the motor, and an engine for driving the generator, the output torque of the engine is detected and the fluctuation of the detected engine torque is canceled out. 2. Description of the Related Art A control device for a hybrid vehicle that controls a field current is conventionally known (Japanese Patent Laid-Open No. 7-115707).
[0003]
Further, in a vehicle that is provided with a lock-up clutch in the torque converter of the automatic transmission and is driven by the engine, the engine speed of the engine by the on / off switching is synchronized with the switching (on / off switching) of the lock-up clutch. A control device that drives an engine starting motor so as to absorb fluctuations is also known (Japanese Patent Laid-Open No. 2-200539).
[0004]
[Problems to be solved by the invention]
However, since the control device described in the above-mentioned Japanese Patent Application Laid-Open No. 7-115707 controls the field current of the generator only in accordance with the fluctuation of the engine output, the driving force due to the inertia of the vehicle drive system driven by the engine. There is a problem that deterioration of responsiveness cannot be improved.
[0005]
Further, the control device described in the above Japanese Patent Laid-Open No. 2-200539 drives the starting motor in synchronization with the on / off switching of the lockup clutch, and therefore changes the gear ratio when the lockup clutch is off. There is a problem that the fluctuation of the driving torque that occurs at the time cannot be suppressed.
[0006]
The present invention has been made in view of the above points, and provides a control device for a hybrid vehicle that can suppress fluctuations in driving force generated during shifting of an automatic transmission and can further improve drivability. Objective.
[0007]
[Means for Solving the Problems]
In order to achieve the above object, an invention according to claim 1 is directed to an engine for driving a drive shaft of a vehicle, and regeneration for assisting driving of the drive shaft by electric energy and converting kinetic energy of the drive shaft into electric energy. a motor having a function, an automatic transmission provided between the power storage means for storing electrical energy output from the motor, the driving wheel of the vehicle and the engine and the motor supplies power to the motor In the control apparatus for a hybrid vehicle, the engine speed detecting means for detecting the engine speed, and the inertial force of the same rotational portion as the drive shaft of the engine according to the detected rate of change of the engine speed and calculating the inertia force of the same rotary part with the drive shaft of the drive wheels, to correct the output of the motor to the opposite direction of the inertial force that the calculated And over motor output correction means, the gear ratio of the automatic transmission when the total output value of the corrected required output value of the required output value and the engine of the motor by the motor output correction means is less than the target driving force And changing means for changing to the low speed ratio side .
[0008]
According to this configuration, according to the detected change rate of the engine speed, the inertial force of the same rotational portion as the engine drive shaft and the inertial force of the same rotational portion as the drive shaft of the drive wheel are calculated, and the inertial force is calculated. When the motor output is corrected in the opposite direction of the motor, and the total output value of the motor required output value and the engine required output value is less than the target driving force, the speed ratio of the automatic transmission is reduced to the low speed ratio. Runode be changed to the side, the output variation due to engine speed variations during the shift of the automatic transmission, be canceled by the motor output, to suppress the fluctuation of the entire drive output (= engine output + motor output) it can.
[0009]
According to a second aspect of the present invention, in the hybrid vehicle control device according to the first aspect, the motor output correction means is configured such that the engine speed is higher than a predetermined speed, or the speed of the vehicle is higher than the predetermined speed. It is characterized in that the correction is not performed in at least one of the times when the value is high.
[0010]
According to this configuration, when the engine speed is higher than the predetermined speed and / or when the vehicle speed is higher than the predetermined speed, correction by inertia force is not performed. This is because the influence of the inertial force on the engine output is small when the engine is running at a high speed or at a high vehicle speed, thereby saving electric energy for driving the motor.
[0011]
According to a third aspect of the present invention, in the hybrid vehicle control device according to the first or second aspect, the power storage means is an electric double layer capacitor.
[0012]
According to this configuration, the discharge of the high output is possible in a short time, it is possible to perform appropriate driving assistance that by the motor.
According to a fourth aspect of the present invention, in the hybrid vehicle control device of the first aspect, a throttle opening degree detecting means for detecting a throttle opening degree, an intake pipe internal pressure detecting means for detecting an intake pipe internal pressure, and the electric storage A remaining capacity detecting means for detecting a remaining capacity of the means, and when the remaining capacity detected by the remaining capacity detecting means is not more than a predetermined value and the throttle opening detected by the throttle opening detecting means is not less than a predetermined value. Or when the remaining capacity detected by the remaining capacity detecting means is not more than a predetermined value and the intake pipe pressure detected by the intake pipe inner pressure detecting means is not less than a predetermined value, the total output value is the target drive. And a discriminating unit that discriminates that the force is not satisfied.
According to this configuration, when the remaining capacity detected by the remaining capacity detecting means is not more than a predetermined value and the throttle opening detected by the throttle opening detecting means is not less than the predetermined value, or detected by the remaining capacity detecting means. When the remaining capacity is less than the predetermined value and the intake pipe internal pressure detected by the intake pipe internal pressure detecting means is greater than the predetermined value, it is determined that the total output value does not satisfy the target drive force. Even when it is difficult to output the force, the driving force generated on the driving shaft of the engine can be maintained constant and drivability can be maintained.
[0013]
DETAILED DESCRIPTION OF THE INVENTION
Embodiments of the present invention will be described below with reference to the drawings.
[0014]
FIG. 1 is a diagram schematically showing the configuration of a hybrid vehicle drive system and its control device according to an embodiment of the present invention (components such as sensors and actuators are omitted). The drive shaft 2 driven by the “engine” 1 is configured to drive the drive wheels 5 via the speed change mechanism 4. The motor 3 is arranged so that the drive shaft 2 can be directly rotated, and has a regenerative function for converting kinetic energy generated by the rotation of the drive shaft 2 into electric energy and outputting the electric energy. The motor 3 is connected to a super capacitor (electric double layer capacitor having a large capacitance) 14 via a power drive unit (hereinafter referred to as “PDU”) 13, and driving and regeneration are controlled via the PDU 13.
[0015]
Management that performs energy management based on determination of the state of an engine electronic control unit (hereinafter referred to as “ENGECU”) 11 that controls the engine 1, a motor electronic control unit (hereinafter referred to as “MOTECU”) 12 that controls the motor 3, and a supercapacitor 14. An electronic control unit (hereinafter referred to as “MGECU”) 15 and a transmission mechanism electronic control unit (referred to as “T / MECU”) 16 for controlling the transmission mechanism 4 are provided, and these ECUs are mutually connected via a data bus 21. It is connected. Each ECU mutually transmits detection data, flag information, and the like via the data bus 21.
[0016]
FIG. 2 is a diagram showing the configuration of the engine 1, the ENGECU 11, and its peripheral devices. A throttle valve 103 is arranged in the middle of the intake pipe 102 of the engine 1. A throttle valve opening (θTH) sensor 104 is connected to the throttle valve 103, and an electric signal corresponding to the opening of the throttle valve 103 is output and supplied to the ENGECU 11. The throttle valve 103 is of a so-called drive-by-wire type (DBW), and is connected to a throttle actuator 105 for electrically controlling the valve opening. The operation of the throttle actuator 105 is controlled by the ENGECU 11.
[0017]
A fuel injection valve 106 is provided for each cylinder between the engine 1 and the throttle valve 103 and slightly upstream of an intake valve (not shown) of the intake pipe 102. Each fuel injection valve 106 is a pressure regulator (not shown). ) And a fuel tank (not shown) and electrically connected to the ENGECU 11, and the opening time and opening timing of the fuel injection valve 106 are controlled by a signal from the ENGECU 11.
[0018]
An intake pipe absolute pressure (PBA) sensor 108 is provided immediately downstream of the throttle valve 103 via a pipe 107, and an absolute pressure signal converted into an electric signal by the absolute pressure sensor 108 is supplied to the ENGECU 11.
[0019]
An intake air temperature (TA) sensor 109 is attached downstream of the absolute pressure sensor 108, detects the intake air temperature TA, outputs a corresponding electrical signal, and supplies it to the ENGECU 11. The engine water temperature (TW) sensor 110 mounted on the main body of the engine 1 is composed of a thermistor or the like, detects the engine water temperature (cooling water temperature) TW, outputs a corresponding temperature signal, and supplies it to the ENGECU 11.
[0020]
The engine speed (NE) sensor 111 is mounted around a cam shaft or a crankshaft (not shown) of the engine 1, and a signal pulse (hereinafter referred to as “TDC signal pulse”) at a predetermined crank angle position every 180 degrees rotation of the crankshaft of the engine 1. The TDC signal pulse is supplied to the ENGECU 11.
[0021]
The ignition plug 113 of each cylinder of the engine 1 is connected to the ENGECU 11, and the ignition timing is controlled by the ENGECU 11.
[0022]
A three-way catalyst 115 for purifying HC, CO, NOx, etc. in the exhaust gas is mounted in the middle of the exhaust pipe 114 of the engine 1, and an air-fuel ratio (LAF) sensor 117 is mounted on the upstream side. Has been. The LAF sensor 117 outputs an electrical signal substantially proportional to the oxygen concentration in the exhaust gas and supplies it to the ENGECU 11. The LAF sensor 117 can detect the air-fuel ratio of the air-fuel mixture supplied to the engine 1 over a wide range from the stoichiometric air-fuel ratio from the lean side to the rich side.
[0023]
The three-way catalyst 115 is provided with a catalyst temperature (TCAT) sensor 118 for detecting the temperature, and the detection signal is supplied to the ENGECU 11. A vehicle speed sensor 119 for detecting the vehicle speed VCAR of the vehicle and an accelerator opening sensor 120 for detecting the depression amount of the accelerator pedal (hereinafter referred to as “accelerator opening”) θAP are connected to the ENGECU 11. A detection signal is supplied to the ENGECU 11.
[0024]
The ENGECU 11 forms an input signal waveform from various sensors, corrects the voltage level to a predetermined level, converts an analog signal value into a digital signal value, and a central processing circuit (hereinafter referred to as “CPU”). ), A storage means for storing various calculation programs executed by the CPU and calculation results, a fuel injection valve 106, an output circuit for supplying a drive signal to the spark plug 113, and the like. The basic configuration of the other ECUs is the same as that of ENGECU11.
[0025]
FIG. 3 is a diagram showing in detail a connection state of the motor 3, the PDU 13, the supercapacitor 14, the MOTECU 12, and the MGECU 15.
[0026]
The motor 3 is provided with a motor rotational speed sensor 202 for detecting the rotational speed, and the detection signal is supplied to the MOTECU 12. The connection line connecting the PDU 13 and the motor 3 is provided with a current / voltage sensor 201 that detects the voltage and current supplied to the motor 3 or output from the motor 3. Specifically, a temperature sensor 203 for detecting a protective resistance of the driving circuit of the motor 3 or a temperature TD of the IGBT module (switching circuit) is provided. Detection signals from these sensors 201 and 203 are supplied to the MOTECU 12.
[0027]
A connection line connecting the supercapacitor 14 and the PDU 13 is provided with a voltage / current sensor 204 that detects a voltage between the output terminals of the supercapacitor 14 and a current output from or supplied to the supercapacitor 14. The detection signal is supplied to the MGECU 15.
[0028]
FIG. 4 is a diagram showing a connection state between the speed change mechanism 4 and the T / MECU 16. In this embodiment, the transmission mechanism 4 is a belt-driven continuously variable automatic transmission, and is provided with a transmission ratio sensor 301 for detecting a transmission ratio. Specifically, the gear ratio sensor 301 detects the gear ratio from the rotation speed ratio of the drive shaft and the driven shaft, and the detection signal is supplied to the T / MECU 16. A speed change actuator 302 for controlling the speed change mechanism 4 is provided, and its operation is controlled by the T / MECU 16.
[0029]
FIGS. 5 and 6 are flowcharts showing the procedure of the driving force distribution process for determining the total required driving force, that is, how much the driving force requested by the driver to the vehicle is distributed to the motor 3 and the engine 1. Is executed by the MOTECU 12 every predetermined time (for example, 1 msec). In addition, you may comprise so that this process may be performed by MGECU15.
[0030]
In FIG. 5, first, in step S1, the remaining capacity of the supercapacitor 14 is detected by, for example, the following method.
[0031]
That is, the capacitor output current and the input current (charge current) detected by the current / voltage sensor 204 are integrated every predetermined time, and the discharge amount integrated value CAPADISCH (positive value) and the charge amount integrated value CAPACHG (negative value). ) And the remaining capacitor capacity CAPAREM is calculated by the following equation (1).
[0032]
CAPAREM = CAPAFULL- (CAPADISCH + CAPACHG) (1)
However, CAPAFULL is a dischargeable amount when the supercapacitor 14 is in a full charge (full charge) state.
[0033]
Then, the calculated remaining capacitor capacity CAPAREM is corrected by the internal resistance of the supercapacitor 14 that varies with temperature or the like, and the final remaining capacity of the supercapacitor 14 is detected. In the following description, the ratio (%) of the remaining capacity after correction to the full chargeable discharge amount CAPAFULL is referred to as remaining capacity CAPAREMC.
[0034]
In the present embodiment, the remaining capacity of the supercapacitor 14 is detected. Alternatively, the open-circuit voltage of the supercapacitor 14 may be detected.
[0035]
Next, in step S2, the distribution amount on the motor 3 side, that is, the drive amount to be output by the motor 3 during the total required drive force (target drive force POWERCOM) according to the detected remaining capacity (this amount is the target drive). The PRATIO (hereinafter referred to as “distribution rate”) is determined by searching the output distribution rate setting table.
[0036]
FIG. 7 is a diagram illustrating an example of the output distribution ratio setting table, in which the horizontal axis indicates the remaining capacity CAPAREMC of the supercapacitor 14 and the vertical axis indicates the distribution ratio PRATIO. In this output distribution ratio setting table, a distribution ratio for the remaining capacity at which the charge / discharge efficiency is the best in the supercapacitor 14 is set in advance.
[0037]
In the subsequent step S3, an accelerator-throttle characteristic setting table shown in FIG. 8 is retrieved according to the accelerator opening θAP detected by the accelerator opening sensor 120, and a command value for the throttle actuator 105 (hereinafter referred to as “throttle valve”). ΘTHCOM) (referred to as “opening command value”) is determined.
[0038]
In the present embodiment, as shown in FIG. 8, the accelerator-throttle characteristic setting table sets the accelerator opening θAP as it is to the command value θTHCOM. However, it is needless to say that the present invention is not limited to this.
[0039]
In step S4, a motor output distribution setting table corresponding to the throttle valve opening shown in FIG. 9 is searched according to the determined throttle valve opening command value θTHCOM to determine a distribution rate PRATIOTH.
[0040]
As shown in FIG. 9, the motor output distribution setting table according to the throttle valve opening is such that the motor output is increased when the throttle valve opening command value θTHCOM is in the vicinity of full open (for example, 50 degrees or more). Is set.
[0041]
In this embodiment, the distribution rate PRATIOTH is determined according to the throttle valve opening command value θTHCOM. However, the present invention is not limited to this, and any one or more of the vehicle speed, the engine speed, and the like are used. The distribution ratio may be determined using as a parameter.
[0042]
In the subsequent step S5, the target output map shown in FIG. 10 is searched according to the throttle valve opening command value θTHCOM and the engine speed NE to determine the target driving force POWERCOM.
[0043]
Here, the target output map is a map for determining the target driving force POWERCOM required by the driver. The throttle valve opening command value θTHCOM (this throttle valve opening command value is a pair with the accelerator opening θAP. 1 may be the accelerator opening degree θAP) and the target driving force POWERCOM is set according to the engine speed NE.
[0044]
Further, in step S6, a throttle valve opening correction term θTHADD for generating the target driving force POWERCOM (that is, the target driving force POWERCOM is generated when the throttle valve opening is set to θTHCOM + θTHADD) is calculated. In step S7, the vehicle state determination map shown in FIG. 11 is searched according to the vehicle speed VCAR detected by the vehicle speed sensor 119 and the engine margin output EXPOWER to determine the vehicle running state VSTATUS.
[0045]
Here, the engine margin output EXPOWER is calculated by the following equation (2).
[0046]
EXPOWER = POWERCOM-RUNRST (2)
However, RUNRST means the running resistance of the vehicle, and is determined by searching a RUNRST table (not shown) set according to the vehicle speed VCAR. The target driving force POWERCOM and the running resistance RUNRST are set, for example, in units of W (watts).
[0047]
Thus, the running state VSTATUS determined by the vehicle speed VCAR and the margin output EXPOWER means the assist distribution ratio of the motor 3 to the margin output EXPOWER, and is set to an integer value (unit:%) from 0 to 200, for example. When the running state VSTATUS is “0”, it is a state that should not be assisted (decelerated state or cruise state), and when the running state VSTATUS is larger than “0”, it is a state that should be assisted (assist state).
[0048]
In the following step S8, it is determined whether or not the running state VSTATUS is greater than “0”. When VSTATUS> 0, that is, in the assist state, the process proceeds to step S9 in FIG. 6 as the assist mode, while when VSTATUS ≦ 0. That is, in the deceleration state or the cruise state, the regeneration mode (deceleration regeneration mode or cruise charge mode) is set, and the process proceeds to step S12 in FIG.
[0049]
In step S9, the motor request output MOTORPOWER is calculated by the following equation (3).
[0050]
MOTORPOWER = POWERCOM × PRATIO × PRATIOTH × VSTATUS (3)
In the subsequent step S10, the motor request output MOTORPOWER is converted into a motor output command value MOTORCOM with a time constant as a target.
[0051]
FIG. 12 is a diagram showing the relationship between the motor request output MOTORPOWER and the converted motor output command value MOTORCOM. In the figure, the solid line shows an example of the time transition of the motor request output MOTORPOWER, and the chain line shows the motor output command value The time transition of MOTORCOM is shown.
[0052]
As can be seen from the figure, the motor output command value MOTORCOM is controlled so as to gradually approach the motor request output MOTORPOWER with a time constant, that is, with a time delay. This is because if the motor output command value MOTORCOM is set so that the motor 3 immediately outputs the motor request output MOTORPOWER, the motor output command value MOTORCOM is not ready to accept this output due to the delay in the rise of the engine output, leading to deterioration of drivability. Therefore, it is necessary to control the motor 3 so that the motor request output MOTORPOWER is output after waiting for this preparation.
[0053]
In the subsequent step S11, a correction term (decrease value) θTHASSIST for controlling the target value θTHO of the throttle valve opening in the closing direction is calculated according to the motor output command value MOTORCOM, and then the process proceeds to step S18.
[0054]
The correction term θTHASSIST is for suppressing the output on the engine 1 side by the amount of increase in the output on the motor 3 side with the motor output command value MOTORCOM. The correction term θTHASSIST is calculated for the following reason.
[0055]
That is, the target value θTHO of the throttle valve opening is determined by the sum of the throttle valve opening command value θTHCOM determined in step S3 and the correction term θTHADD calculated in step S6, and the throttle actuator is determined by the target value θTHO. When 105 is controlled, the target driving force POWERCOM is generated only by the output on the engine 1 side. Therefore, when the motor 3 is controlled by the motor output command value MOTORCOM converted in step S10 without correcting the target value θTHO, the sum of the output on the engine 1 side and the output on the motor 3 side is the target driving force POWERCOM. Therefore, a driving force exceeding the driving force requested by the driver is generated. Therefore, the output of the engine 1 corresponding to the output of the motor 3 is suppressed, and the correction term θTHASSIST is set so that the sum of the output of the motor 3 and the output of the engine 1 becomes the target driving force POWERCOM. Calculated.
[0056]
On the other hand, in step S12 of FIG. 6, it is determined whether or not the current regeneration mode is a deceleration regeneration mode. This determination is performed based on the margin output EXPOWER and by determining whether EXPOWER <0 (or whether it is smaller than a predetermined negative value near 0). This determination may be made by determining whether or not the change amount DAP of the accelerator opening θAP is smaller than the negative predetermined amount DAPD (in this case, when DAP <DAPD, And when it is DAP ≧ DAPD, the cruise regeneration mode is determined).
[0057]
In step S12, when the margin output EXPOWER is smaller than 0 (smaller than a negative predetermined value near 0), it is determined as the deceleration regeneration mode, and the motor request output MOTORPOWER is set to the deceleration regeneration output REGPOWER (step S13). ). Here, as the deceleration regeneration output REGPOWER, the one calculated by a deceleration regeneration processing routine (not shown) is used.
[0058]
In the subsequent step S14, the optimum throttle valve opening target value θTHO in the deceleration regeneration mode, that is, the throttle valve opening target value θTHO calculated in the deceleration regeneration processing routine is read and set, and the process proceeds to step S19.
[0059]
On the other hand, when the margin output EXPOWER is a value near 0 in step S12 (the answer to step S8 is negative (NO), the running state VSTATUS is 0), it is determined that the cruise charge mode is set, The motor request output MOTORPOWER is set to the cruise charge output CRUISEPOWER (step S15). Here, the cruise charge output CRUISEPOWER is calculated by a cruise charge processing routine (not shown).
[0060]
In the subsequent step S16, similarly to the step S10, the motor request output MOTORPOWER is converted into the motor output command value MOTORCOM with a time constant as a target, and in step S17, the throttle valve opening degree is changed according to the motor output command value MOTORCOM. After calculating the correction term (increase value) θTHSUB for controlling the target value θTHO in the opening direction, the process proceeds to step S18.
[0061]
Here, the reason for calculating the correction term θTHSUB is just the opposite of the reason for calculating the correction term θTHASSIST.
[0062]
That is, in the cruise charging mode, the motor request output MOTORPOWER is set to a value opposite to the motor request output MOTORPOWER in the assist mode. That is, the motor 3 is controlled in a direction to decrease the target driving force POWERCOM by the motor output command value MOTORCOM in the cruise charging mode. For this reason, in order to maintain the target driving force POWERCOM in the cruise charging mode, the output reduced by the motor output command value MOTORCOM must be covered by the output on the engine 1 side.
[0063]
In step S18, the target value θTHO of the throttle valve opening is calculated by the following equation (4).
[0064]
θTHO = θTHCOM + θTHADD + θTHSUB−θTHASSIST (4)
In the subsequent step S19, the inertial force compensation control process shown in FIG. 13 is executed.
[0065]
In step S31 in the figure, it is determined whether or not the shift position of the automatic transmission is in the drive range. If the shift position is in the drive range, whether or not the engine speed NE is higher than a predetermined speed NETH (for example, 2500 rpm). (Step S32), and if NE ≦ NETH, it is determined whether or not the vehicle speed VCAR is higher than a predetermined vehicle speed VCARTH (for example, 80 km / h) (step S33). When the shift position is not in the drive range, when NE> NETH and the engine speed NE is high, or when VCAR> VCARTH and the vehicle speed is high, this processing is immediately terminated.
[0066]
On the other hand, there shift position is in the drive range, and the low rotation is NE ≦ NETH and VCAR ≦ VCARTH, low-speed drive calculates the rate of change dω of the engine speed NE (rad / sec ²⁾ (step S34). The rate of change dω is the angular velocity (rad / sec) of the difference (= NE (n) −NE (n−1)) between the current detection value NE (n) and the previous detection value NE (n−1) of the engine speed NE. ) And dividing by the detection time interval.
[0067]
Next, the inertial force Fi of the drive system of the vehicle including the drive shaft of the engine 1 and the automatic transmission is calculated by the following equation (5) (step S35).
[0068]
Fi = (Ie + Idr) × iF ² × iR ² × dω (5)
Here, Ie is the moment of inertia of the same rotating portion as the drive shaft of the engine 1, Idr is the moment of inertia of the same rotating portion as the drive shaft of the driving wheel of the vehicle, and iF is the final reduction ratio (automatic transmission and driving wheel). IR is the gear ratio of the automatic transmission (driven shaft speed / drive shaft speed).
[0069]
In the subsequent step S36, the inertia force Fi is applied to the following equation (6) to correct the motor output command value MOTORCOM.
[0070]
MOTORCOM = MOTORCOM-Fi (6)
According to the processing in steps S35 and S36, the inertial force of the vehicle drive system is calculated, and the motor output command value MOTORCOM is corrected in the direction opposite to the inertial force Fi. The output fluctuation caused by the fluctuation of several NEs can be canceled by the motor output, and the fluctuation of the total drive output (= engine output + motor output) TF can be suppressed.
[0071]
Further, by steps S32 and S33, correction by the inertia force Fi is not performed during high engine speed and high vehicle speed. This is because the influence of the inertial force on the engine output is small when the engine is running at a high speed or at a high vehicle speed, thereby saving electric energy for driving the motor.
[0072]
FIG. 14 is a time chart showing changes in the vehicle speed VCAR, the engine speed NE, the inertial force Fi, and the total drive output TF when the vehicle is started from time t1, and FIG. The polarity (sign) of (c) is reversed. When correction by the inertia force Fi is not performed, as shown by a broken line in FIG. 5E, the total drive output TF fluctuates due to the fluctuation of the engine speed NE accompanying the change of the gear ratio (temporarily during the increase). However, by performing the correction with the inertia force Fi, the fluctuation of the total drive output TF is suppressed as shown by the solid line, and the drivability can be improved. Although not shown, in the case of downshifting, the motor output command value MOTORCOM is similarly corrected so as to cancel out the inertial force Fi, so that the same effect can be obtained.
[0073]
Returning to FIG. 6, in step S20, it is determined whether or not the target value θTHO of the throttle valve opening is equal to or larger than a predetermined value θTHREF. If θTHO <θTHREF, whether the intake pipe absolute pressure PBA is equal to or smaller than the predetermined value PBAREF. It is determined whether or not (step S21).
[0074]
When PBA> PBAREF in step S21, the driving force distribution process is terminated. On the other hand, when θTHO ≧ θTHREF is satisfied in step S20, or when PBA ≦ PBAREF in step S21, the speed ratio of the speed change mechanism 4 is set to the low speed ratio. After changing to the (Low) side (step S22), the driving force distribution process is terminated.
[0075]
In the state where the process proceeds to step S22, the remaining capacity of the supercapacitor 14 is reduced and the motor request output MOTORPOWER is reduced, and it is necessary to cover this reduced amount on the engine 1 side. It is not raised. At this time, the speed ratio of the speed change mechanism 4 is changed to the low speed ratio side so that the driving force generated in the drive shaft 2 is kept constant (the same driving force as before the transition to step S22), and drivability is maintained. ing. Note that the gear ratio changing process is actually executed by the T / MECU 16 in accordance with an instruction from the MOTECU 12.
[0076]
Next, engine control executed by the ENGECU 11 will be described.
[0077]
FIG. 15 is a flowchart showing the overall configuration of the engine control process, and this process is executed by the ENGECU 11 at predetermined time intervals, for example.
[0078]
First, various engine operation parameters such as the engine speed NE and the intake pipe absolute pressure PBA are detected (step S131), and then an operation state determination process (step S132), a fuel control process (step S133), and an ignition timing control process (step). S134) and DBW control processing (step S135) are sequentially executed.
[0079]
That is, the fuel injection amount and the ignition timing are controlled in accordance with the engine speed NE, the intake pipe absolute pressure PBA, and the like, and the actual throttle valve opening θTH is calculated by the throttle valve calculated in step S18 in FIG. The drive control of the throttle actuator 105 is performed so that the target value θTHO of the opening is obtained (step S135).
[0080]
In the above-described embodiment, the process of FIG. 13 corresponds to the motor output correction unit.
[0081]
In addition, this invention is not limited to embodiment mentioned above, It can implement with a various form. For example, as the power storage means, not only a super capacitor but also a battery may be used.
[0082]
Further, instead of the so-called DBW type throttle valve, an engine having a throttle valve mechanically linked to a normal accelerator pedal may be used. In this case, the intake air amount in accordance with the motor output may be controlled by a passage bypassing the throttle valve and a control valve provided in the middle of the passage. Further, the intake air amount is controlled by changing the valve opening period of an intake valve in an engine having an electromagnetically driven intake valve (an electromagnetically driven intake valve, not a cam mechanism). May be.
[0083]
【The invention's effect】
As described above in detail, according to the present invention, the inertial force of the same rotational portion as the engine drive shaft and the inertial force of the same rotational portion as the drive shaft of the drive wheel are determined according to the detected change rate of the engine speed. The automatic transmission is calculated when the output of the motor is corrected in the direction opposite to the direction of the inertial force, and the total output value of the required output value of the motor and the required output value of the engine does not satisfy the target driving force. of Runode to change the gear ratio to the low speed ratio side, the output variation due to engine speed variations during the shift of the automatic transmission, and offset by the motor output, the entire drive output (= engine output + motor output) Variations can be suppressed.
[Brief description of the drawings]
FIG. 1 is a diagram for explaining a schematic configuration of a hybrid vehicle drive device and its control device according to an embodiment of the present invention;
FIG. 2 is a diagram showing a configuration of an engine control system.
FIG. 3 is a diagram showing a configuration of a motor control system.
FIG. 4 is a diagram illustrating a control system of a transmission mechanism.
FIG. 5 is a flowchart showing a procedure of a driving force distribution process for determining how much all the required driving force is distributed to the motor and the engine.
FIG. 6 is a flowchart showing the procedure of a driving force distribution process for determining how much of the total required driving force is distributed to the motor and the engine.
FIG. 7 is a diagram illustrating an example of an output distribution ratio setting table.
FIG. 8 is a diagram illustrating an example of an accelerator-throttle characteristic setting table;
FIG. 9 is a diagram showing a setting table of motor output distribution according to the throttle valve opening.
FIG. 10 is a diagram illustrating an example of a target output map.
FIG. 11 is a diagram showing an example of a vehicle state determination map.
FIG. 12 is a diagram showing a relationship between a motor request output MOTORPOWER and a converted motor output command value MOTORCOM.
FIG. 13 is a flowchart showing in detail the inertial force compensation control process of FIG. 6;
14 is a time chart for explaining the processing of FIG. 13;
FIG. 15 is a flowchart showing an overall configuration of engine control processing.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 Internal combustion engine 2 Drive shaft 3 Motor 4 Transmission mechanism (automatic transmission)
5 Drive wheel 11 Engine control electronic control unit 12 Motor control electronic control unit (motor output correction means)
13 Power Driving Unit 14 Super Capacitor (Accumulator)
15 management electronic control unit 111 engine speed sensor (engine speed detection means)
119 Vehicle speed sensor (vehicle speed detection means)

Claims (4)

An engine for driving a drive shaft of a vehicle; a motor having a regeneration function for assisting driving of the drive shaft by electric energy and converting kinetic energy of the drive shaft into electric energy; and supplying electric power to the motor a storage means for storing electrical energy output from the motor, the control apparatus for a hybrid vehicle having an automatic transmission provided between the engine and the motor and drive wheels of the vehicle,
Engine speed detecting means for detecting the engine speed;
According to the detected change rate of the engine speed, an inertial force of the same rotational part as the drive shaft of the engine and an inertial force of the same rotational part as the drive shaft of the drive wheel are calculated, and the inertial force of the calculated inertial force is calculated. Motor output correction means for correcting the output of the motor in a direction opposite to the direction ;
Change in which the gear ratio of the automatic transmission is changed to the low speed ratio side when the total output value of the required output value of the motor and the required output value of the engine corrected by the motor output correcting means does not satisfy the target driving force. And a control device for the hybrid vehicle.   Vehicle speed detecting means for detecting the speed of the vehicle, wherein the motor output correcting means is at least one of when the engine speed is higher than a predetermined speed or when the vehicle speed is higher than a predetermined speed. The hybrid vehicle control device according to claim 1, wherein the correction is not performed.   The hybrid vehicle control device according to claim 1, wherein the power storage unit is an electric double layer capacitor. Throttle opening detecting means for detecting the throttle opening;
An intake pipe internal pressure detecting means for detecting the intake pipe internal pressure;
A remaining capacity detecting means for detecting a remaining capacity of the power storage means;
The remaining capacity detected by the remaining capacity detecting means is less than a predetermined value and the throttle opening detected by the throttle opening detecting means is more than a predetermined value, or the remaining capacity detected by the remaining capacity detecting means Discriminating means for discriminating that the total output value does not satisfy the target driving force when the intake pipe internal pressure detected by the intake pipe internal pressure detecting means is not less than a predetermined value. The hybrid vehicle control device according to claim 1.

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